Aerovehicle system including plurality of autogyro assemblies

ABSTRACT

An unmanned, towable aerovehicle is described and includes a container or frame to hold or support cargo, at least one and, in some examples, a plurality of autogyro assemblies connected to the container and to provide flight characteristics, and a controller to control operation the autogyro assembly for unmanned flight. The container or frame includes a connection to connect to a powered aircraft to provide forward motive force to power the autogyro assembly. In an example, the autogyro assembly includes a mast extending from the container, a rotatable hub on an end of the mast, and a plurality of blades connected to the hub for rotation to provide lift to the vehicle. In an example, an electrical motor rotates the blades prior to lift off to assist in take off. In an example, the electrical motor does not have enough power to sustain flight of the vehicle. The aerovehicle can further include plurality of autogyro assemblies to assist in flight. The aerovehicle can include surfaces that provide lift or control to assist in the flight profile of the aerovehicle.

RELATED APPLICATIONS

This application is a Continuation application of U.S. patentapplication Ser. No. 12/966,199, filed 13 Dec. 2010, which claimspriority under 35 U.S.C. §119(e) to U.S. Provisional Patent ApplicationNo. 61/285,966, filed 12 Dec. 2009, and which applications areincorporated herein by reference. A claim of priority to all is made.

FIELD

The present disclosure related to an aerovehicle, and more particularly,to an unmanned autogyro that can be used as a towed air vehicle and as aself controlled aircraft.

BACKGROUND

An autogyro aircraft is piloted by a person and derives lift from anunpowered, freely rotating rotary wing or plurality of rotary blades.The energy to rotate the rotary wing results from the forward movementof the aircraft in response to a thrusting engine such as an onboardmotor that drives a propeller. During the developing years of aviationaircraft, autogyro aircraft were proposed to avoid the problem ofaircraft stalling in flight and to reduce the need for runways. Therelative airspeed of the rotating wing is independent of the forwardairspeed of the autogyro, allowing slow ground speed for takeoff andlanding, and safety in slow-speed flight. Engines are controlled by thepilot and may be tractor-mounted in front of the pilot or pusher-mountedbehind the pilot on the rear of the autogyro. Airflow passing the rotarywing, which is tilted upwardly toward the front of the autogyro,provides the driving force to rotate the wing. The Bernoulli Effect ofthe airflow moving over the rotary wing surface creates lift.

U.S. Pat. No. 1,590,497 issued to Juan de la Cierva of Madrid, Spain,illustrated a very early embodiment of a manned autogyro. Subsequently,de la Cierva obtained U.S. Pat. No. 1,947,901 which recognized theinfluence of the angle of attack of the blade of a rotary wing. Theoptimum angle of attack for the blades or rotary wing was described byPitcairn in U.S. Pat. No. 1,977,834 at about the same time. In U.S. Pat.No. 2,352,342, Pitcairn disclosed an autogyro with blades which werehinged relative to the hub.

Even though the principal focus for low speed flight appears to haveshifted to helicopters, there appears to have been some continuinginterest in autogyro craft. However, development efforts appear to havelargely been restricted to refinements of the early patented systems.For instance, Salisbury, et al., U.S. Pat. No. 1,838,327, showed asystem to change the lift to drag response of a rotary wing.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a side view of an aerovehicle according an example of thepresent invention;

FIG. 2 is a top view of an aerovehicle according an example of thepresent invention;

FIG. 3 is a front view of an aerovehicle according an example of thepresent invention;

FIG. 4A is a schematic view of components of an aerovehicle according toan example of the present invention;

FIG. 4B is a schematic view of components of an aerovehicle according toan example of the present invention;

FIG. 5A is a schematic view of a controller for the aerovehicleaccording to an example of the present invention;

FIG. 5B is a schematic view of a controller and sensor assembly for theaerovehicle according to an example of the present invention;

FIG. 6 is a schematic view of an aerovehicle during takeoff according anexample of the present invention;

FIG. 7 is a schematic view of an aerovehicle during flight according anexample of the present invention;

FIG. 8 is a schematic view of an aerovehicle during release according anexample of the present invention;

FIG. 9 is a schematic view of an aerovehicle during landing according anexample of the present invention;

FIG. 10A is a side view of an aerovehicle with a propulsion systemaccording an example of the present invention;

FIG. 10B is a top view of an aerovehicle with a propulsion systemaccording an example of the present invention;

FIG. 10C is a front view of an aerovehicle with a propulsion systemaccording an example of the present invention;

FIG. 11 is a flow chart of an aerovehicle method according an example ofthe present invention;

FIG. 12 is a flow chart of an aerovehicle method according an example ofthe present invention;

FIG. 13 is a flow chart of an aerovehicle method according an example ofthe present invention;

FIG. 14 is a flow chart of an aerovehicle method according an example ofthe present invention;

FIG. 15A is a top, rear perspective view of a dual wing aerovehicleaccording to an example of the present invention;

FIG. 15B is a top, rear perspective view of a dual wing aerovehicleaccording to an example of the present invention;

FIG. 16 is a top, front view of a dual wing aerovehicle according to anexample of the present invention;

FIG. 17 is a top view of a dual wing aerovehicle according to an exampleof the present invention;

FIG. 18 is a side view of a dual wing aerovehicle according to anexample of the present invention;

FIG. 19 is a top view of an aerovehicle with a liquid tank according anexample of the present invention; and

FIG. 20 is a side view of an aerovehicle with a liquid tank according anexample of the present invention.

DETAILED DESCRIPTION

The present inventors have recognized the need for more efficientdelivery of cargo. Modern commerce and military plans require efficientdelivery of needed supplies, equipment, and parts. However, air deliveryis limited by the weight and bulk that a given aircraft can carry. Forexample, a Cessna 172 with a single pilot can carry a payload of 400 lb.or 30 cubic feet; a Cessna 182 with a single pilot can carry a payloadof 500 lb. or 32 cubic ft.; a Caravan 650 Super Cargomaster with a twopilot can carry a payload of 2,500 lb. or 451 cubic ft. Helicopters alsohave limited cargo capacity: a Robinson 44 with a single pilot can carrya maximum payload of 500 lb. in 25 cubic ft.; a Robinson 22 with asingle pilot can carry a maximum payload of 200 lb. in 16 cubic ft.; aBell 206B with a single pilot can carry a maximum payload of 700 lb. in30 cubic ft. Much of a helicopter's cargo capacity, either weight orvolume, is taken up by a heavy engine and heavy transmission, tail rotorassembly, etc. Moreover, such a delivery method is expensive asoperating costs of a manned aircraft are quite high. With the aboveproblem recognized, the inventors developed an unmanned aircraft thatcan deliver cargo in an efficient manner, e.g., more inexpensive pertrip, per weight, and/or by volume. A towable aerovehicle was developed,by the present inventors, that includes an autogyro, and hence its ownlift. The aerovehicle can act as a trailer to a powered aircraft. Thepresent vehicle can carry cargo that is at least 100% of the volume thatthe towing aircraft can carry. Examples of the presently describedvehicle can further carry about 75% or more of the weight of the cargoof the towing aircraft.

Using autogyro technology with an on-board automated control system, thevehicle can fly safely behind a towing aircraft. In an example, thecontrol system can automatically land the vehicle. In another example,the control system can sense various flight and aerovehiclecharacteristics and automatically control the settings of theaerovehicle, including the autogyro for different phases of flight,e.g., takeoff, towed flight, free flight, and landing.

In an aspect of the present invention, an aerovehicle includes threecomponents, namely, a container to hold cargo, an autogyro assemblyconnected to the container and to provide flight characteristics, and acontroller to control operation of the autogyro assembly for unmannedflight, which can include takeoff, towed flight, free flight, andlanding. The container includes a connection to connect to a poweredaircraft to provide forward motive force to power the autogyro assembly.In an example, the autogyro assembly includes a mast extending from thecontainer, a rotatable hub on an end of the mast, and a plurality ofblades, connected to the hub, for rotation to provide lift to thevehicle. The autogyro assembly can include a rotor shaft positionsensing system. In an example, an electrical pre-rotor rotates theblades prior to lift off to assist in take off. The electrical pre-rotordoes not have enough power to sustain flight of the vehicle. Thecontainer supports sensor systems that can be adapted to indicate load,weight and balance of the cargo supported by the container. In anexample, the sensor system can be an airspeed indicator sensor. Thesensor system can include a position sensing system. The sensor systemcan include Pitot sensors, which sense the air speed.

The controller can sense various flight characteristics and process thesensed data to control the rotational speed of the hub or blades, angleof attack of the hub and plurality of rotating blades, and the pitch ofthe blades. In an example, the controller senses forward motion, e.g.,velocity or acceleration, to control the autogyro assembly. In anexample, the controller can receive signals from remote transmitters,e.g., a land based transmitter or from the towing aircraft. Thecontroller can adjust components of the autogyro assembly using thereceived signal. In an example, the controller outputs blade pitchcontrol signals to operate actuators that set the angle of blades. In anexample, the controller outputs control signals to operate actuatorsthat control the position of at least one of vertical stabilizers andhorizontal stabilizers.

The container encloses a volume within a body to hold cargo. The body isdefined by a frame on which a skin is fixed. An undercarriage isprovided that contacts the ground for landings and takeoffs. A rearstabilizer is provided to improve the flight characteristics of theaerovehicle. In an example, the undercarriage includes a trolley thatcontacts the ground to provide mobility and is removable from rest ofthe container.

FIGS. 1, 2, and 3A show a side view, a top view, and a front view of anunmanned aerovehicle 100. The unmanned aerovehicle 100 is an autogyrovehicle that flies based at least in part on the lift created byrotating airfoil blades. The operating principal is the same as a fixedwing airplane with the airfoil blades rotating. The aerovehicle 100includes an undercarriage 103 on which is supported a container 105 andautogyro assembly 110. The undercarriage 103 is to contact the groundand support the container 105. The undercarriage 103 as shown includes aframe 111 on which are mounted mobility devices 113 that contact theground and allow the vehicle 100 to move on the ground. The mobilitydevices 113 can include wheels, pontoons, and/or skis (as shown). Theframe 111 supports the container 105. In a further example, theundercarriage 103 is releasably mounted to a trolley on which is mountedmobility device(s). The undercarriage 103 can further include aplurality of supports 114, e.g., cross members at the front and rear ofthe container 105 from which legs extend downwardly from the container.The mobility devices 113 are fixed at the downward ends of the legs.Supports 114 can include sensors 115 that measure the weight ordisplacement at each of the legs. Sensors 115 communicate the senseddata to the controller, e.g., controller 401.

The container 105 is shown as an enclosed body 120 that defines aninterior volume in which cargo can be stored. In an example, thecontainer 105 includes a platform on which cargo is stored. The body 120can be fabricated out of wood, composites, carbon fiber, plastic, orlightweight metal such rigid materials can form a frame on which a skinis fixed. The wood body can be a limited use body, e.g., one-time use.The container 105 can have a high strength internal frame with alightweight skin fixed thereto. The skin can be a fabric, a thinplastic, a carbon fiber fabric, or a thin, lightweight metal skin. Theenclosed body 120 has essentially smooth outer surfaces and a narrowed,leading nose 122. The body can further be a monocoque design, wherebythe external skin supports the structural load. In an example, the bodyhas a semi- monocoque design in which the body is partially supported bythe outer skin and may have some frame elements that also support thestructural load. The body 120 can further include doors that can beopened for loading and securely closed during flight. The doors can bepositioned on the sides, in the nose, or in the tail.

A stabilizer system 126 is on the body 120 to assist in flight. Here asshown, the stabilizer system is a rear stabilizer. The rear stabilizer126 includes a central horizontal tailplane 127, which can include anelevator that is moveable vertically by an actuator, which is controlledby the controller, and a vertical fin 128 is mounted to a respective endof the tailplane 127. The vertical fins 128 can be fixed. In an example,the vertical fins 128 are connected to actuators 129 that move thevertical fins horizontally in response to signals from the controller.The horizontal tailplane 127 is spaced from the rear of the body 120such that a gap is between the rearward edge of the body 120 and theleading edge of the tailplane 127. It will be recognized that thestabilizer system 126 can be shaped or designed to better stabilize thevehicle based on the various shapes of the body, loads it will carry,towing power of the towing aircraft, and turbulence. The stabilizersystem 126 can be positioned to best aid in stable flight of the vehicle100. In various example, the stabilizer system can include a T-tail,J-tail, V-tail, cruciform tail, twin tail, among others.

In an example, a container 105 that can be towed by Cessna 172, SuperCub, or other similar aircraft, can hold about 1,000 lbs (+/−100 lbs.)of cargo in a volume of about 154 cubic ft. (+/−10 cubic feet). Thecargo volume of the container store cargo of a maximum length of about12 ft. (+/−one foot). In this example, the body 120 has a length, noseto rear of 18.5 feet and a height of 5 feet. The rear stabilizer 126extends partly onto the body and is attached thereto by a plurality ofconnections on each of the vertical fins 128. The rear stabilizer 126adds about two feet onto the length of the vehicle.

The container 105 further includes a connection 150 at which a tow line(not shown in FIG. 1, 2, or 3A) can be attached so that a tug aircraftcan provide motive force to the vehicle 100. In an example, theconnection 150 can be a glider tow connection. Examples of a glider towconnection can be found in U.S. Pat. Nos. 2,425,309; 2,453,139;2,520,620; 2,894,763 which is incorporated herein by reference for anypurpose. However, if any of these incorporated patents conflict with anyof the present disclosure, the present disclosure controlsinterpretation. One example of a tow connection 150 is a hook mounted onthe front of the vehicle 100, e.g., on the container 120 or the frame103. A similar connection can be on the rear of the tug or towingaircraft. In an example, the hook is on the bottom of the tug aircraft,e.g., on the tailwheel structure or on the bottom of the fuselage.Examples of hook include Schweizer hitch, Tost hitch, and Ottfur hook.The hook is to hold an end of the tow line, for example, a ring fixed toan end of the tow line. On the tug aircraft the hook is open toward thefront of the aircraft and the ring and tow line extend rearward from thetug aircraft. A release mechanism allows a person in the aircraft torelease the ring from the hook by moving the hook so that it opens fromthe tow position to a release position such that the hook is open morerearward than the tow position. The release mechanism can be linkageconnected by a release line to the pilot who can change position of thehook by moving a lever connected to the release line. The samemechanisms, e.g., hook, and release mechanism, are mounted on thevehicle 100. The hook on the vehicle 100 is open rearward so that thetow line is secure during flight. The tow line and/or the rings can havea weak link that will fail if the forces between the vehicle and the tugaircraft are too great. These weak links are designed to fail andrelease the vehicle 100 if a force between the tug aircraft and thevehicle may result in catastrophic failure for either the vehicle or thetug aircraft.

The tow line between the tug aircraft and the vehicle 100 can provideelectrical power from the tug aircraft to the vehicle 100. In anexample, the tow line can further provide bidirectional communicationbetween the tug aircraft and the vehicle 100, in particular to thevehicle controller.

The autogyro assembly 110 is fixed to a central location on the body105. The autogyro assembly 110 includes an upwardly extending mast 130.A hub 132 is rotatably mounted on the upward end of the mast 130. Thehub 132 supports a plurality of blade supports 134 on which airfoilblades 135 are mounted. The blades are shown in FIG. 1 and not FIGS. 2and 3 for clarity. The blades 135 can be manufacture from aluminum,honeycombed aluminum, composite laminates of resins, fiber glass, and/orother natural materials, and/or carbon fiber. The blade supports 134,and hence, blades, are provided in opposed pairs. In an example, theblades are an equal number of opposed pairs of blades. In an example,the number of blades is four (two pairs of opposed blades). In anexample, the blades can be of any number of blades that are spaced inthe plane of rotation. In an example, three blades are provided and arespaced about 120 degrees from each other. The airfoil blades 135 have across sectional shape that resembles an airplane wing to provide liftduring flight. The autogyro assembly 110 includes actuators that controlthe rotational position of the blades 135. Stanchions or guide wires 137extend from the body 105 to the top of the mast 130 to stabilize themast during flight and from the forces exerted thereon by the rotationof the hub 132 and blades 135.

The airfoil blades 135 can be retracted to be adjacent the hub orremoved from the hub 132 for further transport of the vehicle orrecovery of at least some components of the vehicle. In an example, theairfoil blades 135 are removed from the hub 134 and are single elongatebodies. These bodies can be made from metal, natural composites, wood,carbon fiber layers, resins, plastics, or semisynthetic organicamorphous solid materials, polymers, and combinations thereof. Theblades 135 can then be transported back to an airfield and reused on adifferent autogyro assembly. In an example, the blades 135 from aplurality of vehicles are stored in one of the vehicles for a returnflight from its mission location to a home airfield. In this example,only one of the vehicles 100 need be flown from its destination toretrieve the more costly parts of other vehicles. Other components suchas the controller, sensors, and hub can also be removed from vehiclesthat will not be recovered and stored in a vehicle that will berecovered.

In an example, the airfoil blades 135 are foldable such that they havean extended position for flight and a retracted position for non-flight.An example of retractable airfoil blades is described in U.S. PatentPublication No. 2009/0081043, which is incorporated herein by referencefor any purpose. However, if U.S. Patent Publication No. 2009/0081043conflicts with any of the present disclosure, the present disclosurecontrols interpretation. Thus, during ground transportation or duringother non-flight times the blades 135 are retracted such that theairfoil blades do not interfere with ground crews or experience forceson the blades during ground movement.

The airfoil blades 135 have at least one section that has an airfoilprofile. This section of the blade 135 has a shape when viewed incross-section that has a rounded leading edge and a sharp, pointedtrailing edge. A chord is defined from the leading edge to the trailingedge. The chord asymmetrically divides blade into an upper camber and alower camber. The upper camber is greater than the lower camber.Moreover, the upper and lower cambers can vary along the length of thesection and entire airfoil blade. The airfoil blade moves through theair and the passage of air over the blade produces a force perpendicularto the motion called lift. The chord defines the angle of attack forthat section of the blade. The angle of attack can be defined as theangle between the chord and a vector representing the relative motionbetween the aircraft and the atmosphere. Since an airfoil blade can havevarious shapes, a chord line along the entire length of the airfoilblade may not be uniformly definable and may change along the length ofthe blade.

FIG. 4A shows a schematic view of the autogyro assembly 110, whichincludes the mast 130, hub 132, blade supports 134, and airfoil blades135. The autogyro assembly 110 further includes a controller 401, anelectrical motor 403, a plurality of actuators 405, and a power source410 connected to each device in need of electrical power. The controller401 is in communication with the electrical motor 401 and actuators 405to control operation thereof. The controller 401 can further communicatewith sensors 412 to receive performance data that can be used to controlcomponents of the autogyro assembly. In an example, the controller 401controls operation of various moveable components such that the vehicle100 flies unmanned. In this example unmanned means that there is nohuman being on board the vehicle 100.

The controller 401 controls operation of the electrical motor 403 thatrotates a drive shaft connected to the hub 132 to rotate the airfoilblades 135. The motor 403 adds rotational power to the rotor system toreduce drag and assist in the lift provided by the airfoil blades 135.The motor 403, in an example, does not provide sufficient power tosustain flight of the aerovehicle 100. In an example, the motor 403 canprovide sufficient power to the rotating airfoil blades 135 such thatthe vehicle 100 can launch the vehicle in a cargo-free state. The motor403 can further provide rotational power that can be used to reduceblade angle of attack, prevent rotor decay of RPM speed, improve landingglide slope and decrease the decent speed. These features may bedescribed in greater detail with regard to operational of the vehicle,e.g. FIGS. 6-9.

The controller 401 controls operation of the actuators 405, whichcontrol the tilt of the airfoil blades 135. During prerotation of theblades 135 prior to takeoff, the actuators 135 hold the blades in a flatposition that has a very low angle of incidence, e.g., 0 degrees, lessthan 5 degrees, or less than 10 degrees. Prerotation is the rotation ofthe airfoil blades prior to take off or rotation of the blades by theonboard motor. Once the blades 135 are at a desired rotational speed,the actuators 405 can drive the blades to a takeoff position with anangle of incidence greater than the prerotation, flat position and aflight position. Once the vehicle 100 is in flight, the actuators 405can reduce the angle of incidence relative to the takeoff angle to theflight position. The flight position of the actuators 405 and blades 135is greater than the prerotation position. In another example, theactuators 405 release the blades 135 during flight so they can find theoptimum angle of incidence without influence by the actuators 405.

In a flight profile of the vehicle 100, the flat, prerotation positionof the blades 135 results in a zero angle of incidence to reduce drag onthe blades during prerotation such that a smaller motor and power sourcecan be used. At takeoff, the blades 135 are set at an angle of incidenceof about 12 degrees. Each of the degree measurements in this paragraphcan be in a range of +/−one degree. During flight, the blades 135 areset at an angle of incidence of about 5 degrees. During the approach,the blades 135 are set at an angle of incidence of about 12 degrees.During the landing the blades 135 are set at an angle of incidence ofabout 20 degrees or more.

The aerovehicle 100 can result in a 50% increase or more in cargocapacity relative to the towing aircraft. In an example, the vehicle 100can tow about half of the gross weight of the towing aircraft. In someexamples, the aerovehicle 100 results in a 75% to 100% increase in cargocapacity with cargo capacity measured by weight. A further benefit isthe aerovehicle having a body that can hold larger, either in length,width, or height than the towing aircraft as the vehicle 100 does nothave all of the design constraints that a manned aircraft must have.

An actuator 420 is connected to the mast 130 to move the mastlongitudinally and laterally to correct for unbalanced loads in thecontainer. In an example, there is a plurality of actuators 420, whichcan be screw jacks that are electrically powered. Load sensors, e.g.,sensors 115, sense the deflection of container on the frame and feedthis data to the controller 401. The controller 401 calculates the loadpositioning, including empty weight (for different vehicle 100configurations) and center of gravity. The controller 401 can indicateto the ground crew how much more cargo, by weight, the vehicle cansafely fly. The controller 401 further calculates the center of gravitybased on data from the load sensors. The controller can engage theactuator(s) 420 to move the autogyro assembly 110 forward and aft, andleft or right to keep the mast and hub, and hence the point of rotationof the blades, as close to the center of gravity as possible. In anexample, the actuators 420 are jack-screws that precisely position themast 130. If the autogyro assembly 110 cannot be moved to sufficientlyto center the autogyro assembly 110, e.g. mast and hub, at the center ofgravity, then the controller 401 will issue an error message to theground crew. Messages to the ground crew can be displayed on videodisplay 510, stored in memory 504 or 506 or sent view network interfacedevice 520 over a network 526 to other devices, e.g., handheld devices,for display.

Referring now to FIG. 4B, an example hub 132 is shown that includes amain body 450 that includes top 452 that defines an opening in which theairfoil blades 136 or blade supports 134 are fixed. Shock bumpers 455engage the top of the airfoil blades 136 or blade supports 134 in thebody 450 to prevent mast bumping. In an example, the body 450 is fixedto a drive gear 457 that can be engaged by the motor 403 through a driveshaft 458 or manually to rotate the hub body 450 and the blades attachedthereto. In another example, the main body 450 is fixed on a universaljoint 460 that can be fixed to a drive shaft that extends in the mastfrom the motor 403 to the hub 132. In another example, the main body 450and drive gear 457 rotate on the joint 460. The joint 460 allows themain body 450 to be tilted vertically such that the airfoil blade istilts downwardly from the front to the back to create and angle ofincidence. An actuator 480 controls the amount of tilt of the airfoilblades. The controller 401, based on its application of its stored rulesand the sensor inputs, sends signals to the actuator 480 to control theangle of incidence of the airfoil blades. In an example, the actuator480 is positioned at the front of the hub 132. Thus, the actuator 480controls the pivot of the hub on axis 482.

In a further example, the hub 132 can provide fully articulated movementsuch than the plane of blades can be moved in three degrees of movement,pitch, roll and yaw. The pitch of the individual blades can also bechanged. In a further example, the pitch of the blades is fixed and thehub 132 is moved in three degrees of freedom (pitch, roll and yaw),sometimes referred to as a teetering system. In an example, the hub 132can control only the pitch of the plane of the blade rotation.

FIG. 5A shows an example of the controller 401 within which a set ofinstructions are be executed causing the vehicle 100 to perform any oneor more of the methods, processes, operations, or methodologiesdiscussed herein. In an example, the controller 401 can include thefunctionality of the computer system. The controller can control theposition of the hub 132, when the hub is pitch only movement hub. Thecontroller 401 can provide more complex control signals to the hub whenthe hub is a teetering system or a teetering system with pitch controlfor the blades as well.

In an example embodiment, the controller 401 operates as a standalonedevice or may be connected (e.g., networked) to other controllers. In anetworked deployment, the one controller can operate in the capacity ofa server (master controller) or a client in server-client networkenvironment, or as a peer machine in a peer-to-peer (or distributed)network environment. Further, while only a single controller isillustrated, the term “controller” shall also be taken to include anycollection of devices that individually or jointly execute a set (ormultiple sets) of instructions to perform any one or more of themethodologies discussed herein.

The example controller 401 includes a processor 502 (e.g., a centralprocessing unit (CPU) or application specific integrated chip (ASIC)), amain memory 504, and a static memory 506, which communicate with eachother via a bus 508. The controller 401 can include a video display unit510 (e.g., a liquid crystal display (LCD) or a cathode ray tube (CRT)).The controller 401 also includes an alphanumeric input device 512 (e.g.,a keyboard), a cursor control device 514 (e.g., a mouse), a storagedrive unit 516 (disk drive or solid state drive), a signal generationdevice 518 (e.g., a speaker), and an interface device 520.

The drive unit 516 includes a machine-readable medium 522 on which isstored one or more sets of instructions (e.g., software 524) embodyingany one or more of the methodologies or functions described herein. Thesoftware 524 can also reside, completely or at least partially, withinthe main memory 504 and/or within the processor 502 during executionthereof by the controller 401, the main memory 504 and the processor 502also constituting machine-readable media. The software 524 can furtherbe transmitted or received over a network 526 via the network interfacedevice 520.

While the machine-readable medium 522 is shown in an example embodimentto be a single medium, the term “machine-readable medium” should betaken to include a single medium or multiple media (e.g., a centralizedor distributed database, and/or associated caches and servers) thatstore the one or more sets of instructions. The term “machine-readablemedium” shall also be taken to include any medium that is capable ofstoring, encoding or carrying a set of instructions for execution by acomputer or computing device such as controller 401, the machine andthat cause the machine to perform any one or more of the methodologiesshown in the various embodiments of the present invention. The term“machine-readable medium” shall accordingly be taken to include, but notbe limited to, solid-state memories, optical and magnetic media, andcarrier wave signals.

The interface device 520 is further configured to receive radiofrequency signals. These signals can trigger certain operations to becommanded by the controller 401. In an example, a signal can be sentfrom the motive unit, such as an airplane or a helicopter and receivedby the interface device 520.

The controller 401 executes flight control instructions without the needfor an on-board pilot. The controller 401 includes multiple flight rulesfor different phases of flight, i.e., takeoff, cruise, unaided flight,and landing phases. The controller 401 controls the pitch for each ofthese different phases by data from the sensors and applying this datausing the flight control instructions. Pitch is the position of theplane in which the blades travel relative to a horizontal plane(essentially parallel to the ground).

The controller 401 can further store data and instructions forautonomous return flight. The controller 401 can store the weight ofvehicle 100 absent cargo. As the cargo can be up to about 80% of thegross weight of the vehicle 100 during a delivery flight, it isenvisioned that the motor 403 may be able to rotate the blades 136 toachieve take-off. In an example, the vehicle 100 is positioned so thatit faces into a headwind. The headwind provides a relative forwardwindspeed against the airfoil blades 136. The controller 401 instructsthe motor to rotate the blades and the vehicle can be airborne. Anotherexample of self flight is described below with reference to FIG. 11,which can be used in conjunction with the present example. Onceairborne, the controller 401 can sense the position of the vehicle 100,for example, using a global navigation satellite system (GNSS) such asGlobal Positioning System (GPS), Beidou, COMPASS, Galileo, GLONASS,Indian Regional Navigational Satellite System (IRNSS), or QZSS. Thenavigational system can include a receiver that receives differentialcorrection signals in North American from the FAA's WAAS system.

FIG. 5B shows an example of a flight system 530, which includes acontroller 401 in communication with a data base 516 and a communicationsystem 590. A plurality of sensors are to sense various flight datainputs and communicate the sensed data to the controller 401 forprocessing using the processor or for storage in the database 516. Asdescribed herein the controller 401 includes processor 502 and localmemory 504. Database 516 is protectively mounted with the controller ina black box that secures the database and processor from harm duringtakeoffs, landing, non-authorized intrusions, and unscheduled landings.The database 516 can include a cartography database 531 that stores theterrain information that is or could be part of the vehicles flightpath. The cartography database 531 can store data relating to physicaltraits, including but not limited to roads, land masses, rivers, lakes,ponds, groundcover, satellite imagery or abstract data including, butnot limited to, toponyms or political boundaries. Encryption rules anddata 533 can also be stored in the database. Flight rules 535 are storedin the database. The processor 502 can access the cartography database531, encryption rules or data 533, and other stored rules 535 tocalculate a desired flight path and or correct for various obstacles orflight path deviations.

The controller 401, and in an embodiment the processor, can invokevarious rules that can be stored in a memory and read by the controller.The loading of these flight rules sets the controller 401 to a specificmachine. In an example, the controller 401 checks the “if, and, or” filefor altitude restrictions, obstacles, restricted space during theplanning phase. As used herein a file is code that can be stored in amachine readable form and transmitted so as to be read and loaded intothe controller 401. During the “Takeoff, In Flight and Landing” phasesthe controller checks the flight sensor package including but notlimited to: rotor rpm sensor, rotor disk angle of attack sensor, load onwheels sensors, tow bridle angle horizontal and lateral position sensor,tow bridal load % rating, horizontal stabilizer angle and trail positionsensors.

Additional control rules and instructions include waypoint takeoff rulesthat result in the present position, e.g., as GPS grid coordinates,being entered into and stored in the controller 401. In an example, atleast one waypoint is entered into the controller 401. In an example,additional waypoints are entered. Any number of waypoint coordinates canbe entered. These waypoints generally define the flight path for theaerovehicle 100. Alternate flight path waypoints can also be stored inthe controller 401. Separate waypoints can be stored for the landingsequence. Known obstacles along the intended flight path (as can bedefined by the waypoints) can be stored in the controller for eachstored flight path and landing path. The controller 401 uses storedflight route (e.g., path), weight of the aerovehicle as indicated by thelanding gear load sensors or determined by an external scale, and flightdata entered by the mission planning computer to recommend route changesto maintain the recommended vertical separation and ground clearancerequirements. In an example, the mission planning computer can calculatethese route changes and download them to the controller 401.

The controller 401 is connected to a takeoff sensor that senses when theload is removed from the landing gear sensor. The controller 401 thancan change from a takeoff setting to a flight setting. The controllercan delay the change to a flight setting until a certain altitude isreached. The controller 401 is also connected to a forward air speedthat can indicate when never exceed velocity (V_(NE)) is achieved orwhen a stall velocity is being approached. If a stall velocity isimminent, the controller 401 can release the tow line if still attachedto the tow aircraft. The controller 401 can also receive data relatingto the rotor's revolution speed (e.g., RPM). In an example, thecontroller 401 receives this data and can calculate the currentrevolution speed as a percentage of maximum speed. If the maximum speedis reached, the controller 401 can instruct a brake system to slow therotor speed. The controller can also act based on the rotor speed beingtoo low, e.g., start the pre-rotor motor release the tow line, calculatean emergency landing, etc. An emergency landing calculation can use thenavigational system coordinates, stored maps (including populationcenters), requests for more information, calculation of a descent path,etc. The controller 401 can also receive data relating to operation ofan actuator to control a rotor disk angle of attack exceed anoperational threshold, e.g., retraction or extension at a given rate(e.g., % per second).

The controller 401 can further receive data from a forward flight sensorand tracking controls. The data can include at least one of: forwardspeed from which a % of flight speed can be calculated; rotor disk angleof attack (e.g., from a mast sensor); tow angle of a bridle (to whichthe tow line), which can be used to determine the altitude differencerelative to the towing aircraft; a lateral angle of the bridle (e.g.,left and right of 180° line along the center line of the towing aircraftand aerovehicle).

The controller 401 can also receive data relating to the stabilizersystem, which data can include position (extension and contraction) ofstabilizer component actuators. The controller can use this data to holdthe aerovehicle at a certain position (with a few degrees) behind thetow aircraft.

The controller 401 further uses sensed data for its flight rules relatedto a landing sequence. The landing sequence data can include but is notlimited to actual forward airspeed from sensors, from which speedincrease and decrease as well as position can be determined by thecontroller. The controller 401 can also receive data relating to whetherthe connection to the tow aircraft (e.g., the tow line) has beenreleased. The controller 401 can receive data relating to rotor diskangle of attack to maintain bridal tension and vertical position. Whenin free flight the controller 401 can monitor the flight speed and oncethe bridal, e.g., the tow line, is release, then the ground radar on theaerovehicle is activated. Using the ground radar or the forward velocitythen controller 401 can control the position of the rotor disk (e.g.,blade) angle actuator to control the position of the blades. Near theground, e.g. within 100 feet or within 20 feet of the ground, thecontroller further increases the rotor disk (e.g., blade) angle. Theincrease in the rotor disk angle need not be linear and can increasefaster as the ground approaches based on both the speed (decent andforward) and the distance to the ground. In an example, the controllerfurther has the pre-rotor motor add power to the rotating bladesimmediately before the landing gear touches the ground. The controllercan further use data from the load sensors to sense when touchdownoccurs as the load will increase on these sensors at touchdown. Whentouchdown occurs, the controller 401 will cut power to the pre-rotormotor. The controller 401 can engage rotor brakes and or landing gearbrakes.

A communication system 520 is in communication with the controller 401and is adapted to communicate with other devices outside the aerovehicle100 for remote communication 580. The remote communication 580 can bewith other vehicles 100, the tow aircraft, or with ground basedcommunication devices. Accordingly, real time external data and commandscan be received by the controller 401 and flight performance can bealtered by the controller interpreting this data and/or commands togenerate control signals to controllable components in the aerovehicle.

The sensors 541-549, 551 can be adapted to sense various data thatrelate to performance of the aerovehicle 100 and electricallycommunicate the sensed data to the controller. The sensors 541-549, 551can send raw sensor data to the controller 401 for interpretation. In anexample, the sensors 541-549, 551 include processing circuits thatinterpret the raw data into data that can be used by the controllerwithout further processing. A weather data source 541 senses variousweather conditions, including visibility, rain, sun light, cloud cover,cloud height, barometric pressure, among others. In an example, theweather data source 541 is a sensor that senses the weather and can bemounted to the body of the vehicle such that the sensor can senseweather outside the vehicle body. A weight sensor 542 is adapted tosense the weight of the vehicle and can be mounted to at least one partof the frame. In an example, a weight sensor 542 is mounted to each ofthe legs of the vehicle frame to provide data from which the controller401 can determine or derive the vehicle's center of gravity. A satelliteimagery source 543 is adapted to sense satellite imagery data sent tothe vehicle from remote device, such as directly from a satellite. Thuscurrent satellite imagery is available to the controller to make inflight corrections in essentially real time after takeoff. An airspeedsensor 544 senses the airspeed of the vehicle. A power source sensor 545senses at least one of the consumption of power from the power source orthe actual power stored in the power source. The controller can use thepower source data to reduce power consumption if needed to complete theflight plan. An altitude sensor 546 senses the height of the vehicleabove the ground. A vehicle telemetry sensor 547 senses the real-timeposition of the vehicle 100 and can use signals from global navigationsystems. A mast position sensor 548 determines the position of the mast130 of the autogyro assembly 100. The controller 401 can use the mastposition sensor 548 to correctly position the mast 130 within in itsrange of movement in a horizontal plane of movement to position the mastin as close to the center gravity of the loaded vehicle as possible toimprove the flight characteristics of the vehicle. A propulsion sensor551 can sense operation of a motor and propeller in the embodiment wherethe vehicle has a propulsion system.

In operation the controller 401 can use stored data in the database 516with sensed data from sensors 541-549, 551 to control flight of thevehicle when loaded with cargo or while being towed. The controller 401can also operate as an autonomous vehicle return system using the storeddata in the database 516 with sensed data from sensors 541-549, 551 tocontrol flight and return an empty vehicle back to its designated homeposition. In an example, a tow aircraft such as a plane, a vehicle witha propulsion system, a balloon, or other lift devices can provideforward movement such that an empty vehicle 100 can fly on its own orsufficient altitude that a dropping of the empty vehicle will result insufficient forward movement so that the rotating blades provide lift tomaintain the vehicle 100 in flight.

FIG. 6 shows a schematic view of the unmanned aerovehicle 100immediately after takeoff. The aerovehicle 100, which does not havesufficient engine power to fly on its own, is connected to an towaircraft 601, here shown as an airplane, by a tow line 603. Thecontroller sends instruction so that the motor on board the vehiclebegins rotation of the rotary wing. The rotary wing is rotated to atleast 30% of its desired rotational speed before the towing aircraftbegins its forward movement. In an example, the rotary wing is rotatedup to 50% of its desired flight rotational speed. In some examples, therotary wing is rotated up to 75%, or less than 100% of its desiredflight rotational speed. Once the rotary wing is at a take-off speed,then the towing aircraft 601 can provide the initial propulsion to drivethe vehicle forward such that air flows over the rotary wing, e.g., theblades 135. The vehicle 100 can contain cargo that results in thevehicle 100 having a gross vehicle weight that is up to about the sameas the towing aircraft 601. During takeoff, the cargo body 105 rollsforward on the undercarriage 103, which includes a removable trolleythat has wheels to allow the vehicle 100 to move forward at direction ofthe towing aircraft with an acceptable low resistance such that thetowing aircraft and the aerovehicle can achieve flight. In this example,the rotary wing of the vehicle provides enough lift to achieve flightshortly prior to the ascent of the towing aircraft 601. In theillustrated example, the vehicle 100 leaves the trolley on the ground.The vehicle undercarriage can include further landing devices such aswheels, skis, etc. In an example, the vehicle 100 takes off before thetowing aircraft 601 to establish a flight formation with the vehicle 100at a slightly higher altitude than the towing aircraft 601 at the timeof takeoff.

In an example, the tow line 603 includes, in addition to being amechanical connection between the towing aircraft 601 and theaerovehicle 100, electrical communication lines between the towingaircraft 601 and the aerovehicle 100. In some embodiments, the tow line603 can include any number of ropes (synthetic or natural fibers),cables (metal or polymer), wires, and/or other connective structuresthat are or become known or practicable. In an example, the tow line 603includes a power cable component that is electrically insulated from asignal line and the mechanical component. The tow line 603 can connectan electrical power source on the aircraft 601, e.g., an electricalgenerator or alternator which are driven by the aircraft motor, to thevehicle 100. Both the aircraft 601 and vehicle 100 can include outletsat which the electrical communication line of the tow line 603 isconnected. The tow line 603 can further provide bidirectionalcommunication between the towing aircraft 601 and the controller of thevehicle. The pilot of the tow aircraft 601 can send data and/or commandsto the controller of the vehicle 100. The aircraft 601 can furtherautomatically send data to the controller of vehicle. As a result thesensors on the aircraft can provide additional data that can be used bythe controller, e.g., 401, to control flight of the vehicle 100. In anexample, the controller controls the angel of incidence of the rotatingblades based at least in part on data communicated from the towingaircraft 601. The controller can further take into account data that isreceived from on-vehicle sensors as well.

FIG. 7 shows a schematic view of the unmanned aerovehicle 100 in flightand being towed by the aircraft 601. The aircraft 601 continues toprovide the thrust to move the vehicle 100 through the air such that theair passes over the rotary wing (e.g., airfoil blades 135), whichprovides the lift to the vehicle 100. In flight, the vehicle 100typically flies at a slightly higher altitude than the aircraft 601. Inan example, the vehicle 100 flies at an altitude whereat the turbulencefrom the towing aircraft does not affect the flight of the vehicle 100.The altitude of the towing aircraft 601 can be sent to the vehicle 100over the tow line 603. In an example, the altitude of the towingaircraft can be sent over a wireless connection (e.g., communicationcomponents 520, 580) to the vehicle 100. The control system of thevehicle 100 can then set the altitude of the vehicle based on the datareceived from the towing aircraft 601. In an example, the control system(e.g., controller 401) of the vehicle can receive altitude data fromsensors onboard the vehicle and set the flight altitude based on thisdata. The controller can set the angle of the rotor 701, which changesthe angle of incidence of the airfoil blades by activating actuators tomove the hub and or blades themselves.

The towing aircraft 601 tows the aerovehicle 100 to the landing zone.The tow aircraft 601 tows the aerovehicle 100 over the landing zone. Thesensors onboard the aerovehicle 100 sense various characteristics at thelanding zone. The control system including controller 401 use this datato calculate a flight path for landing the vehicle at the landing zone.In an example, the towing aircraft 601 can also sense characteristicsand send the sensed data to the vehicle. In an example, the towingvehicle releases the vehicle 100 prior to the landing zone and thevehicle calculates a flight path based on stored data, such as flightrules and a stored target landing zone, as it approaches the targetlanding zone. The flight path may be stored in the memory of the controlsystem and the controller can change the flight path based on current,sensed data. The vehicle 100 itself may circle the landing zone to havetime to sense ground and flight data. In an example, the vehicle 100includes a ground sensor, such as an imager, a camera, a radio frequencysensor, to determine the condition of the landing zone.

FIG. 8 shows a schematic view of the unmanned aerovehicle 100 after itis released from the tow aircraft 601. Vehicle 100 continues to fly butwill gradually loose air speed and, hence, lift. The stabilization offlight angles (roll, yaw and pitch) and the rates of change of these caninvolve horizontal stabilizers, pitch of the blades, and other movableaerodynamic devices which control angular stability, i.e., flightattitude, horizontal stabilizers and ailerons can be mounted on thevehicle body. Each of these devices can be controlled by the controller.During this free flight, i.e., free from a propulsion device, such asthe airplane or a helicopter, the rotor angle 801 increases. The rotorangle 801 is measured along the plane of rotation of the blades relativeto the plane of the ground. Accordingly, the angle of incidence of theairfoil blades likewise increases.

FIG. 9 shows a schematic view of the unmanned aerovehicle 100 atlanding. The aerovehicle 100 flares at the landing so that is can landwith a near zero forward momentum at the ground. This flaring action iscontrolled by the controller and results in the rotor angle 901 beingfurther increased relative to rotor angles at the takeoff profile angle611 (FIG. 6), the flight profile angle 701 (FIG. 7), and free flightprofile angle 801 (FIG. 8). As shown the rotor angle 901 can be about 45degrees, +/−5 degrees. In an example, the rotor angle 901 is less thanabout 60 degrees, +/−5 degrees. The controller can control the degree offlare at landing depending on the landing conditions. For an example, ifthe vehicle will land on a runway that is suitable for the landing gearon the undercarriage, e.g., wheels on a paved or unpaved prepared runwayor skis on a snow or ice runway, the flare angle may be less than 45degrees and the vehicle will roll to a gentle stop while still havingforward velocity at touchdown for stability. If landing in rough,unprepared terrain, the flare may be severe to reduce the ground roll asmuch as possible to protect the vehicle and landing environment fromdamage. In an example, the aerovehicle 100 can land in a landing zone ofless than 500 feet in length. In an example, the landing zone is lessthan 300 feet in length. In an example, the landing zone is a minimum of50 feet. In an example, the landing zone is a minimum of 100 feet. Thecontroller can land the vehicle in a landing zone that is twice thewidth of the vehicle.

Some applications may require the use of multiple vehicles to be flowntogether. Multiple vehicles can simultaneously deliver equipment andsupplies to remote locations for example for scientific expeditions,military uses, Antarctic expeditions, geological and oceanicexpeditions. Vehicles 100 can be configured so that more than onevehicle can be towed by a single tug aircraft or multiple vehicles 100can be flow by multiple tug aircraft. When in a formation thecontrollers 401 of multiple vehicles can communicate with each other toestablish and maintain a formation. In an example, the plurality ofvehicles can communicate with each other via their respectivecommunication systems 520 (FIG. 5B). The vehicles can maintain a safedistance from each other and, if present, other aircraft. Thecontrollers 401 can make adjustments to the flight control components,e.g., pitch control, vertical stabilizers, horizontal stabilizers, etc.,to maintain the formation. When released from the tug aircraft thecontrollers will control the flight of the plurality of vehicles tosafely land all of the vehicles at the designated target.

Certain components for the vehicle 100 or 1000 can be removed from thevehicle after delivery of the cargo at a landing site. The controller401 is designed as a sealed, black box that can be released from theinterior of the vehicle body. The airfoil blades 135 can be releasedfrom the hub or the blade supports. The hub 132 can also be removed fromthe mast in an example. Any of the sensors 541-549, 551 can be removedfrom the vehicle. Any of the removed components can be packed in anintact vehicle 100 and flown out of the landing site. Thus, the moreexpensive components can be retrieved for later use on other vehiclebodies. This further reduces the cost of cargo delivery in the eventthat it is impractical to return to the landing zone to individuallyretrieve all of the aerovehicles. In an example, up to five vehicles arebroken down with certain components removed and placed in a sixthaerovehicle. This sixth aerovehicle is retrieved using a towing aircraftor is a self-propelled model that flies itself from the landing zone.The controller of the sixth aerovehicle will control the vehicle duringits return flight.

FIGS. 10A-10C shows an embodiment of the aerovehicle 1000 with apropulsion system 1005. The aerovehicle 1000 can include the samecomponents as the aerovehicle 100 as described herein, including thecontroller 401, autogyro assembly 110, etc. The propulsion system 1005includes a motor 1010 that drives a drive shaft 1015 that extendsoutwardly of the body of the vehicle 100 to connect to a propeller 1018.A power source 1020 is also connected to the propulsion motor 1010 andthe controller 401. The motor 1010 can be a low power, e.g., less than100 horse power motor. In one specific example, the propulsion system1005 is designed to be able to provide enough forward movement to thevehicle 1000 so that the autogyro assembly 110 can provide the lift tothe vehicle 1000 to achieve and maintain flight. The motor 1010 andpropeller 1018 are selected to provide enough forward movement so thatthere is sufficient air flow over the rotating blades 135 to providelift to an empty or essentially empty vehicle. Accordingly, thepropulsion system 1005 can recover the vehicle but cannot deliver anyheavy cargo. The motor 1010 can be a 50 h.p. motor that runs on fuelstored in the power source 1020. The fuel can be diesel fuel in anexample.

In a further application, the propulsion system 1005 is designed to beable to achieve flight with the vehicle 1000 storing the airfoil blades135 and controllers 401 of at least two other vehicles 100. This allowsthe some components of a fleet of vehicles 100 or 1000 to be retrievedusing a vehicle 1000.

It will further be recognized that the propulsion system 1005 can beused to assist the towing aircraft in pulling the vehicle 1000.Accordingly, the vehicle 1000 can haul more cargo with less input powerfrom the towing aircraft.

If an engine fails in the propulsed aerovehicle 1000, then the forwardmomentum of the aerovehicle 1000 will continue to rotate the rotaryblades and gradually allow the aerovehicle to descend to the ground asthe lift deceases as the relative movement of the air against the rotaryblades decreases. The aerovehicle would slowly descend until landing.

FIG. 11 shows a method 1100 of flight for an aerovehicle 100, 1000 asdescribed herein. At 1102, the controller is powered on. The controllercan then perform various safety checks and check of the operationalcondition of the sensors on board the vehicle. The controller canfurther power the sensors. The controller can check the power status ofthe power source to determine if sufficient power is in the power sourceor will be available to complete a flight. The controller can alsoperform checks of the electronic equipment such as the memory and thecommunication components.

At 1104, the controller requests and stores the flight data for thecurrent flight. The flight data can include data relating to a flightplan including, but not limited to, distance, flight altitudes,estimated time of arrival, landing zone, predicted weather, etc.

At 1106, the aerovehicle is connected to a towing aircraft or to alaunching device. The connection is at least a mechanical connection totransfer power from the towing/launching device to the vehicle. In anexample, electrical connections are also made.

At 1108, the airfoil blades are set to a prerotation position. Theprerotation position is a minimal angle of incidence to reduce drag onthe blades when being rotated. The purpose of prerotation is to assistin the takeoff by overcoming the initial inertial forces in the autogyroassembly in general and specifically on the airfoil blades. Accordingly,the prerotation position of the blades provides minimal, if any, lift.

At 1110, the airfoil blades are rotated. This is the pretakeoff stage.Once the blades are spun up to a desired speed, e.g., revolution perminute, the pretakeoff stage ends.

At 1112, the airfoil blades are set to a takeoff position. The bladesnow have an angle of incidence that can provide lift to the vehicle. Thecontroller can send a signal to actuators to control the position of theairfoil blades. The takeoff position has an angle of incidence greaterthan the prerotation position.

At 1114, the vehicle is moved forward by the towing vehicle or thelaunch device. The forward movement of the vehicle creates airflow overthe airfoil blades that are set to a takeoff position. This airflow overthe rotating airfoil blades creates lift that can achieve flight of thevehicle even when loaded with cargo that could not be flown by thetowing vehicle alone. The controller can set the angle of incidence ofthe airfoil blades to a flight position after the aerovehicle isairborne. The flight position of the airfoil blades has a lesser angleof incidence than the takeoff position.

At 1116, the vehicle is launched and achieves flight as there issufficient airflow over the rotating airfoil blades to achieve flight.The controller can control the flight of the vehicle in response tostored data and rules, sensed data, and received inputs from the towingaircraft, fellow vehicles, or from ground communications. The controllercan set the angle of incidence of the airfoil blades. The flightposition of the airfoil blades has a lesser angle of incidence than thetakeoff position.

At 1118, the vehicle is flown from the takeoff location to the landingzone. The vehicle can be towed to the landing zone by an aircraft. Inanother example, the vehicle is launched and flies itself to landingzone. In an example, the vehicle is towed to a location where it cancomplete the flight to the landing zone on its own. Due to drag andother resistive forces, e.g., friction of the rotating hub, a vehiclewithout a propulsion system will glide to the landing zone. A vehiclewith a propulsion system can fly for a longer time and distance. If thepropulsion system is adequate to provide enough forward thrust so thatthe drag and resistive forces are overcome, the vehicle can fly for asignificant distance albeit at a slow speed.

At 1120, if needed, the vehicle is released from the towing aircraft.The release of the tow line can be in the form of a glider releasemechanism controlled by either the towing aircraft, pilot of the towingaircraft, or by the controller of the aerovehicle. Once released, thecontroller controls flight components of the aerovehicle.

At 1122, the airfoil blades are set to an approach position. Thecontroller controls the position of the airfoil blades. The approachposition has a greater angle of incidence than the flight position. Thiswill provide lift to keep the aerovehicle airborne but bleed off some ofthe forward momentum and velocity to slow the aerovehicle for approach.In an example, the takeoff position and the landing position have theessentially same angle of incidence, e.g., within one degree of eachother.

At 1124, the vehicle automatically flies to the landing zone. Theaerovehicle is in free flight on its own. As a result, the controllersense flight data and issues control signals to controllable components,such as airfoil positions, any rotational damper in the hub or mast, andany moveable component in the tail plane. The controller uses senseddata in flight rules or algorithms to output flight control signals.

At 1126, the airfoil blades are set to a landing position. Thecontroller can issue command signals to actuators to set the angle ofincidence of the airfoil blades. The landing position of the airfoilblades has a greater angle of incidence than the flight position or theapproach position.

At 1128, the vehicle has landed. The controller can shut down some ofthe consumers of power to save energy in the power source. Thecontroller can further send a status report via the communication systemto a remote receiver, such as a ground station or the towing aircraft.The cargo in the vehicle can now be unloaded. In the event that thevehicle will be retrieved, the controller can indicate that the cargohas been removed by the load sensors indicating that the vehicle is nowat its empty weight. In a further case, other vehicles can be brokendown and stored in another vehicle for retrieval. The controller cansignal that the vehicle loaded with components from other vehicles isready for retrieval. The retrieval sequence of the vehicle is similar tothe method 1100.

In the above method 1100, the airfoil blades have a plurality ofpositions. The prerotation position sets the airfoil blades at an angleof incidence of about zero degrees. The takeoff position has an angle ofincidence of about 12 degrees. The flight position has an angle ofincidence of about five degrees. The decent or approach position has anangle of incidence of about 12 degrees. The landing position has anangle of incidence of about 20 degrees. The present example positionscan vary +/−one degree.

In the above method 1100, the controller can receive guidance signalsfrom ground or air control systems. The air control systems can be froman aircraft that knows an approach envelope and the landing site. Theair control system can send guidance data to the controller onboard theaerovehicle. The guidance data can be on a radio frequency carrier wave.The ground control system can be at a remote location and know theapproach envelope and send guidance data to the controller. In anexample, the ground control system can be at or near the landing zone,e.g., within a mile or within 10 s of miles or within a kilometer orwith 10 s of kilometers. The ground system would then know of hazards atthe landing site that may not be stored in the aerovehicle controller orknown at a remote location. Examples of landing zone hazards are trees,utility lines, rocks, enemies, temporary hazards, etc. The ground systemcan alert the aerovehicle to these hazards or select a new landing zoneor guide the aerovehicle around these hazards. The ground system cansend a radio frequency signal, a microwave signal, or a light/opticalsignal that can be received by the aerovehicle controller.

FIG. 12 shows a method 1200 of flight path calculation for anaerovehicle 100, 1000. At 1202, the controller is powered on. At 1204,the takeoff location is entered. The controller can use on board sensorsto determine its current location and use that location as the takeofflocation. The controller 401 can select from a database containing allnearby airfields. In an example, the takeoff location is downloaded tothe controller. At 1206, a waypoint is entered into the controller. Theway point is a spatial location along the intended flight path of theaerovehicle. The spatial location is a three dimension position of theaerovehicle including altitude, longitude and latitude. At 1208, adetermination is made whether additional waypoints are to be entered. Ifyes, the flow returns to step 1206. If no, the method enters a landingpoint at 1210. The landing point includes the spatial location of thelanding zone. At 1212, a possible flight path is computed. At 1214, adatabases is accessed to determine know obstacles using the possibleflight path. At 1216, the flying weight is determined. At 1218, therelease point from the towing device (e.g., aircraft) is determined.This is based on the flight characteristics of the aerovehicle and thelanding zone location and environment. As 1220, the final flight path isdetermined. At 1222, the final flight path is stored by the controllerin memory accessible to the controller during flight.

FIG. 13 shows a takeoff flight control method 1300. At 1302, the loadsensor senses when the load is lessened and essentially removed from thelanding gear. At 1304, the forward speed of the aerovehicle 100, 1000 issensed. At 1306, the rotational speed of the rotor is sensed. This canbe done at the hub or based on rotation of the drive shaft. At 1308, theangular position of the rotor blades is sensed. The angular position ofthe rotor blades is measured based on the plane that the blades rotatein versus the horizontal plane of the ground or relative to the air flowthat flows against the blades. The angular position has an effect onlift and drag of the aerovehicle. Each of the sensing operationsdescribed with respect to FIG. 13 communicates the sensed data to thecontroller. At 1310, the controller can use the sensed data to controlthe operation of the autogyro assembly including but not limited to therotor rotational speed, the rotor angle, an assist by the prerotormotor, if available, use of the propulsion system, and release of thetow line. The controller can trade altitude for forward speed to createmore lift. The controller can increase the rotor angle to create morelift as long the vehicle stays above a stall speed. The controller canactuate breaks to slow the rotation of the blades to decrease lift.

FIG. 14 shows a landing method 1400. At 1402, the release of theaerovehicle 100 or 1000 from the towing vehicle is sensed. At 1404, theforward airspeed of the aerovehicle is sensed. At 1406, the rotorrotational speed is sensed. At 1408, the rotor angular position issensed. At 1410, the altitude is sensed. This can be sensed by a groundradar or by three dimensional navigational system signals. At 1412, therotor angular position is increased at a first altitude. At 1414, thecontroller can activate the motor to assist the blades in theirrotation. At 1416, the rotor angular position is further increases at aheight close to the ground. At 1418, the load is sensed. At 1420, thebrakes are engaged. The brakes can be rotor brakes to stop the theirrotation. The brakes can also be landing gear brakes to stop rotation ofthe landing gear wheels or brake the landing gear skids.

In an example, the aerovehicle can be released at an altitude of greaterthan 10,000 feet and then automatically using the onboard controller(i.e., unmanned) control its descent to a landing zone. Accordingly, thetow aircraft can remain miles from the landing zone to ensure its safetyif the landing zone is in a military area, particularly where and whenan enemy may be present or consider the target to be of high value. Theaerovehicle, in an embodiment, does not have a running motor during itsapproach or landing. Accordingly, the aerovehicle is quiet as it is freefrom motor (e.g., internal combustion or turbine) noise.

While the above examples show the aerovehicle 100 vehicle being towed bya plane, it will be understood that the vehicle can also be towed byother propulsion vehicles e.g., a helicopter. Another example of apropulsion vehicle is a winch that acts on a tow line to move theaerovehicle 100 forward. The tow line can be automatically released oncethe aerovehicle 100 has sufficient forward speed to create lift. Thecontroller can control the release of the tow line. The winch examplewould be useful with the propulsion embodiment as the propulsion systemcan keep the aerovehicle aloft for an extended period relative to thenon-propulsed aerovehicle.

FIGS. 15-18 show a dual autogyro example of an aerovehicle 1500.Aerovehicle 1500 includes a frame 1511 that defines an open interiorvolume in which loads and cargo can be held. Frame 1511 includes fourlegs 1514A-1514D with two left side legs 1514C, 1514D being joined by alongitudinal brace 1515. The longitudinal brace 1515 keeps the framerigid and acts to spread the load. In an example, the frame 1511 doesnot include brace 1515. In other example, each side has at least one ora plurality of longitudinal braces. The two front legs 1514B, 1514C andthe two rear legs 1514A, 1514D are respectively joined by lateral braces1516A, 1516B, which can be shaped as arcs or inclined upwardly towardthe centerline of the aerovehicle 1500. Wheels can be positioned at thelower end of the legs 1514A-1514D. At least one longitudinal brace 1519connects the lateral braces 1516A, 1516B. A fuselage 1520 is fixed tothe center brace 1519 such that the fuselage 1520 is substantially abovethe brace 1519. In an example, the fuselage 1520 houses the controller(e.g., controller 401 described herein) and a motor that can pre-rotatethe rotary wings (blades) of a front autogyro assembly 1510A and a rearautogyro assembly 1510B. In an example, each of the surfaces of theframe can be formed to reduce drag or provide lift when the aerovehicle1500 is moving in the forward direction.

Front autogyro assembly 1510A and rear autogyro assembly 1510B are fixedadjacent the ends of the center brace 1519. While this embodimentdescribes the autogyro assemblies 1510A and 1510B as front and rear, itis within the scope of the present invention to have the autogyroassemblies 1510A and 1510B be positioned in a side-by-side (e.g., leftand right) configuration. When in this side-by-side configuration theareovehicle 1500 would fly toward one of the sides relative to thedescription relating to FIGS. 15-18. The autogyro assemblies 1510A and1510B would be positioned so that they can change angle of attack of therotary wing relative to the direction in which the aerovehicle is flyingor will fly. Autogyro assemblies 1510A and 1510B can each include thecontrol features and movement features as described herein. A controlleris provided to automatedly provided flight controls to the autogyroassemblies 1510A, 1510B. Each autogyro assembly 1510A and 1510B includesa plurality of airfoil blades 1535. Each airfoil blade 1535 can rotatearound the shaft and be rotated to change the pitch of the blades. In anexample, each of the blades 1535 of both autogyro assemblies 1510A and1510B have a same length. In a further example, the autogyro assemblies1510A and 1510B are positioned far apart such that the blades 1535 ofthe front autogyro assembly 1510A do not cross over or under the rearautogyro assembly 1510B. In another example, the blades of frontautogyro assembly 1510A are interlaced with the blades of the rearautogyro assembly 1510B. In an example, the area of movement of theblades of front autogyro assembly 1510A overlap the area of movement ofthe blades of the rear autogyro assembly 1510B. In this case, acontroller can control the rotation of the blades 1535 on the autogyroassemblies 1510A, 1510B such that the blades do not contact each other.The blades of one of the autogyro assemblies 1510B can be offsetvertically such that the blades of both autogyro assemblies 1510A, 1510Boverlap vertically by an amount that is more than the verticaldeflection of the blades 1510B. The front and rear autogyro assemblies1510A, 1510B can be assembled so that they are counter rotating, e.g.,the front assembly 1510A rotates clockwise when viewed from above andthe rear assembly 1510B rotates counter-clockwise when viewed fromabove.

Each of the autogyro assemblies 1510A, 1510B can be pre-rotated, orrotated, by a single motor controlled by an on-board controller. A driveshaft, which can be housed in fuselage 1520, connects the motor toshafts of both autogyro assemblies 1510A, 1510B. Gear systems can beinplace such that the autogyro assemblies 1510A, 1510B are driven atdifferent speeds.

Horizontal stabilizers 1527 extend outwardly from a center portion ofthe center brace 1519 to provide stability during flight. The horizontalstabilizers 1527 extend outwardly to balance the aerovehicle 1500. Thehorizontal stabilizers 1527 can further be shaped like airfoils toprovide lift to the aerovehicle such that the horizontal stabilizers1527 can be thought of as wings. The addition of the horizontalstabilizers 1527 lends stability to the aerovehicle to allow an increasein flight speed relative to conventional powered, manned autogyros. Theadditional lift provided by the horizontal stabilizers 1527 furtherallow the autogyros assemblies to position the rotary wings at a lowerangle of attack. Moreover, the additional lift will further allow therotary wings to rotate at a slower speed. While shown in the centerposition, it will be recognized that horizontal stabilizers 1527 couldbe positioned as canards or tailplanes in additional to be centrallylocated. While shown as a fixed stabilizer, a movable elevator can bepositioned in the horizontal stabilizer 1527. The position of theelevator will be controlled by an onboard controller (e.g., controller401).

In another example shown in FIG. 15B, propulsion systems 1551 include anacelle that a house propulsion system therein, which can be fixed onthe horizontal stabilizers 1527. Each nacelle can house a motor, such asan electrical motor, which can be controlled by a controller and apropeller connected to the motor to provide propulsion to theaerovehicle 1500. The aerovehicle 1500 can further include a propulsionsystem 1005 as described above. Propulsion system 1005 can be positionedat the front of the aerovehicle 1500. In use, these propulsion systems1551 (and/or system 1005) can provide sufficient forward movement sothat the aerovehicle 1500 can fly on its own at least when released froma sufficient altitude. In a further example, the aerovehicle 1500 canfly and takeoff on its own when it is free of a cargo. In an example,the weight of the aerovehicle 1500 is about ten thousand pounds and thepropulsion systems are designed to move the aerovehicle forward suchthat the stabilizers 1527 acting as wings and the rotary wings 1535 ofthe autogyro assemblies generate sufficient lift for the aerovehicle1500 for the aerovehicle to take off. The controller on-board theaerovehicle 1500 can control a plurality of propulsion systems and aplurality of autogyro assemblies for takeoff, flight, and landing of theaerovehicle.

A vertical stabilizer 1528 is positioned at the rear of the center brace1519. Vertical stabilizer 1528 is positioned aft of the rear autogyroassembly 1510B. Vertical stabilizer 1528 can rotate about a verticalaxis to help control the flight path of the aerovehicle 1500. Theposition of the vertical stabilizer 1528 is controlled by a controller(e.g., controller 401). The position of the vertical stabilizer 1528 canhelp the aerovehicle 1500 to track the flight path of the tug aircraft.

Both the horizontal and vertical stabilizers 1527, 1528 can befabricated from lightweight materials, such as aluminum or carbon fiberor plastics or composites thereof, to keep a low weight to lift ratio.

The stabilizers 1527, 1528 can increase the speed at which theaerovehicle can fly. Accordingly, the aerovehicle 1500 can not onlyincrease the amount of cargo carried by a combination of tug aircraftand aerovehicle but can deliver the cargo at a faster rate than acombination of tug aircraft with aerovehicle without stabilizers 1527,1528.

Aerovehicle 1500 is adapted to carry loads and cargo that can be carriedby other examples described herein and to carry loads or cargo that aretoo large or oddly shaped so that the cargo would not fit with the bodyof these other examples. Here the frame 1511 is an open frame thatdefines a large volume within its interior to hold cargo and allow cargoto extend outwardly beyond the frame 1511. The legs 1514A-1514D of theframe can be quite high, e.g., greater than 5 feet or greater than 8feet or greater than 10 feet. In an example, the legs 1514A-1514D areextendable in a range from 5 feet to 12 feet or more. The cargo must besecured to the frame 1511 so attachments 1521 are provided on the frame1521. The attachments 1521 can be hooks, cleats, or anchors whereatcargo can be tied. In an example, attachments can be winches thatinclude a coil of cable and an electric motor that can be operated bythe controller in the aerovehicle 1500. In an example, the electricwench can be centrally positioned with cables extending outwardly topulleys at the front or rear or sides of the frame. The controller canoperate the electric motor to control the load. With the multipleautogyro assembly example, the center of gravity moves out to the endsof the frame outside the autogyro assemblies, 1510A, 1510B as opposed tobeing directly under the autogyro assembly when in the single autogyroassembly embodiment. This allows for a more stable flight profile of theaerovehicle 1500 and reduces the need to balance the cargo beforetakeoff. In an example, the aerovehicle 1500 should be able to carry an80 ton load if the tug aircaft can move the aerovehicle 1500 with theassistance of any on-board propulsion system.

Aerovehicle 1500 (and aerovehicles 100, 1000) has multiple uses as it isa cargo carrying frame example. It will be recognized that cargo holdingunits can be carried by the aerovehicle 1500. This allows a singleaerovehicle 1500 be adapted to multiple uses. In an example, a fuel tankcan be secured to the frame and the aerovehicle is a fuel tanker torefuel aircraft or to delivery fuel to remote locations. The fuel tankcan be dropped at the site and the aerovehicle 1500 can fly back to abase for further use. Aerovehicle 1500 can be adapted for variousemergency deliveries, such as food drops to people stranded or remoteanimal feed by attaching an aerial drop container, which can be droppedas a whole unit or can have a door that can open and drop the cargo at alocation. If the container is dropped as a whole unit, the container caninclude a parachute to insure that the container drops safely to theground. Such a drop can be controlled by an onboard controller to open adoor to drop cargo from the container. The container can further be awater bombing or firefighting container. Other types of goods that couldbe delivered include emergency supplies, such as water, housing, liferafts, etc.

In an example, the aerovehicle 1500 (and aerovehicles 100, 1000) canoperate similar to a military aircraft that uses a pallet drop system.However, a conventional pallet drop system has the limitations on size,typically 4 feet by 4 feet by 4 feet. A drop from the aerovehicle 1500is not limited to this size as the aerovehicle 1500 can carry largercontainers and pallets.

FIGS. 19-20 respectively show a top view and a side view of anaerovehicle 1900 including aerial refueling capability. Aerial refuelingis sometimes referred to as air refueling, in-flight refueling,air-to-air refueling or tanking. Aerial refueling includes transferringfuel from the aerovehicle 1900 to another aircraft during flight. In anexample, the aerovehicle 1900, which is an autogyro and does not carry apilot, refuels the tug aircraft (not pictured in FIGS. 19-20). Inanother example, the aerovehicle 1900 can refuel a different aircraft.As a result the aircraft being refueled can remain airborne longer and,at times more importantly, extend its range. In military applications,this will increase the weight of weapons that can be carried by therefueled aircraft as well as increase the time or distance of deploymentof the refueled aircraft. Additional benefits to the aerovehicle actingas an aerial refueling vehicle include maximizing take-off cargo weightwhen the refueled aircraft carries less fuel at takeoff and then istopped up in the air. A further benefit is a shorter take-off roll forthe refueled aircraft.

The aerovehicle 1900 includes a body 1905 on an undercarriage 1903. Thebody and the undercarriage can include components described herein. Theaerovehicle body 1905 encloses a hollow interior and can house thecontroller 401. The numbering with reference to FIGS. 19-20 generallyuses the prefix 19 and the two least significant digits are the same ascorresponding elements from prior examples if like components exist inearlier examples. The body 1905 has a streamlined shape with regard tothe forward flight direction (left in FIGS. 19 and 20) with the widthbeing significantly less than the length. The forward and aft ends ofthe body are rounded. A single vertical stabilizer 1928 rises upwardlyfrom the body 1905 to a height that will not be contacted by the rotarywings 1935, which can flex in some examples, of the autogyro assembly1910. Horizontal stabilizers 1927 extend outward from the sides of thebody 1905. These stabilizers 1927 and 1928 can include control surfacesthat are controlled by the controller 401. A connection point isprovided that can be connected the unmanned aerovehicle 1900 to a tugaircraft.

A fuel bladder 1951 is housed entirely within the body 1905 and takesmost of the interior volume of the body. The bladder 1951 is an insert,with respect to the fuel to be carried, rubber or other polymer body.Inlet and outlet ports are positioned in the bladder 1951 to allowfilling and discharge of fuel. The aerovehicle 1900 further includes apump system 1952. Pump system 1952 can interface with the inlet/outletports in the bladder to control fuel from to or from the bladder 1951.The controller 401 can operate the pump system 1952 include a pump andair ports and liquid fuel ports. The pump system 1952 is connected to atleast one of the aerial fuel transfer structure, 1953 and 1955. Aerialfuel transfer structure 1953 is connected to or integral with the towline connected to the tug vehicle. Aerial fuel transfer structure 1953can continuously refuel the tug vehicle.

Aerial fuel transfer structure 1955 can be either a probe and droguecomponent or a flying boom component. In the flying boom example anoperator and specially designed receiving receptacle in the refueledaircraft are required. The flying boom is attached to the rear of thebody 1905. The flying boom is articulated to allow boom movement up toabout 25 degrees left or right, and from flush with the bottom of thebody 1905 up to about 50 degrees below horizontal. A rigid fuel tube ispositioned in an outer structural portion. A nozzle 1956 to the free endof the flying boom structure 1955. The nozzle 1956 can be mounted on aflexible ball joint. The nozzle mates to a fuel receptacle in thereceiving aircraft during fuel transfer. A poppet valve in the end ofthe nozzle prevents fuel from exiting the tube until the nozzle properlymates with the receiver's refueling receptacle. When the nozzle 1956 isproperly connected to the receptacle in the aircraft to be fueled, locksthe nozzle to the receptacle. During the approach procedure, the flyingboom must be moved to connect to the receptacle. In an example, a homingsignal can be determined by the controller 401 which can controlactivators (hydraulic) that move the flying boom structure such thatnozzle 1956 mates with the receptacle of the refueled aircraft. Inanother example, the imaging devices can be positioned on either thebody 1905 or at the end of the nozzle 1956 to image the position of thenozzle and the receptacle. This image can be sent back to the controller401, which can further send the image to a remote controller. The remotecontroller can then send control signals to controller 401 to positionthe nozzle 1956 for mating to the receptacle.

In will be appreciated that the structure 1955 can include a boom andaerodynamic control surfaces allowing precise three dimensionalpositioning (left/right and up/down) of the nozzle end of the boom. Inan example, these control surfaces are ruddevators and providefunctionality similar to tail-mounted rudder and elevator controlsurfaces of an airplane.

The controller 401 can communicate with fuel sensors that can sense thelevel of fuel in the bladder 1905 and can sense leaks when the fuelsensors indicate a lowering of the fuel in the bladder 1905 absent asignal from the tug aircraft that fuel transfer is to occur.

The aerovehicle as described herein includes an autogyro assembly thatprovides for stable low velocity flight. As the rotating airfoil bladesprovide lift and stability, the aerovehicle does not require rollcontrols.

The aerovehicle 100, 1000, or 1500 can be used in delivery, military,emergency, and agriculture uses. Agriculture uses can include aerialseeding or aerial spraying. Seed release mechanisms or sprayers can bemounted to the containers 105 or to a container mounted to the frame1511. The on-board controller can control operation of the seed releasemechanisms or sprayers. The agricultural uses can further delivery feedto animals. A drop mechanism can be mounted to the containers 105 or toa container mounted to the frame 1511. The drop mechanism can drop anentire load or can drop single units, such as single bales of hay. Theon-board controller can control operation of the seed releasemechanisms, sprayers, or the drop mechanism.

The present aerovehicle is to be compatible with unmanned aircraftsystem (“UAS”) of the U.S. Department of Defense or the Federal AviationAuthority. The military role of unmanned aircraft systems is growing atunprecedented rates. Unmanned aircraft have flow numerous flight hoursas either drones controlled from a remote location or as autonomousaircraft. The present aerovehicle can be part of a UAS that performsintelligence gathering, surveillance, reconnaissance missions,electronic attack, strike missions, suppression and/or destruction ofenemy air defense, network node or communications relay, combat searchand rescue, and derivations of these themes.

The aerovehicle as described herein can operate on the principal of theautogyro and takes advantage of two features of thereof, namely, areduced takeoff and landing area relative to a powered airplanes and,second, its low speed and high speed flight characteristics. In anexample, the aerovehicle as described herein can take off in little aszero feet of runway and in other examples, in less than 50 feet ofrunway. In an example, the aerovehicle as described herein can land inunder twenty feet. Another feature of the aerovehicle is its ability tofly slow and not stall. When the aerovehicle stops its forward motion itslowly settles to the ground as the rotary wing will continue to rotateand create some lift as the aerovehicle settles. In an example, theaerovehicle can fly at speeds as low as 15 mph. This is based on theaerovehicle developing lift with its spinning rotor hub blades. As aresult the aerovehicle has a larger speed envelope. Moreover, thevehicle is capable of flying in a greater range of speeds thanairplanes.

The aerovehicle has the advantage of flying at a low speed without astall. The result of slowing of the aerovehicle down too much is justthat the aircraft will descend gently. Accordingly, the presentaerovehicle has a major advantage over airplanes and helicopters-safetyin event of an engine failure.

While some may think of an autogyro aerovehicle as described herein tobe similar to a helicopter as they may be somewhat similar in appearanceas they both rotate blades. However, the autogyro aerovehicle provideslift similar to an airplane and does not merely push air downwardly toprovide lift. The autogyro aerovehicle can provide greater cargocarrying capacity in exchange for some reduction in maneuverability.Moreover, the autogyro aerovehicle has a less complex control system andpowerplant than a helicopter. The autogyro aerovehicle as describedherein produces less vibration and less electromagnetic interferencethan a helicopter.

The aerovehicle can be used in remote areas, like those in Alaska,Canada, Philippines, and South America. The aerovehicle can be used toprovide supplies, and even fishing boats, to lodges and to remotelocations. Oil and gas exploration and pipeline operations can besupported by aerovehicle delivery. Other applications include mail andparcel delivery, disaster relief, and emergency medical and survivalsupply delivery. The container of the aerovehicle can be modified tohold liquids from fire prevention and can act as a water bombing device.

The aerovehicle further can reduce the likelihood of some of the hazardsof military cargo transport by avoiding ground delivery. Moreover, theaerovehicle increases the capacity of each flight resulting in fewerflights required to deliver the same amount of cargo. Moreover, theaerovehicle can deliver cargo where needed without landing the towingvehicle. This is safer for the pilot and ground transport team. Thepilot need not land in a hazardous area. The ground transport team neednot take the same roads from the airport to the locations where theequipment is staged or required. The aerovehicle can further bedelivered in the event of brownouts by the use of helicopters, which donot require the electricity-based assistance that many planes require.The aerovehicles can be used to stage a forward aerial refueling point.In an example, one aerovehicle can include pumping equipment and anynumber of tanker vehicles can be landed near the pumping vehicle toprovide the refueling point.

The aerovehicle further provides “green” benefits of reduced fuelconsumption and the exhaust products by reducing either the size of theaircraft used to carry a same load or the reduction in the number oftrips required to transport a same amount of cargo. In some examples,the aerovehicle can reduce fuel use by above 50% for the same amount ofcargo. In certain applications of the aerovehicle 1500, fuel use can bereduced in a range of 70% to 90%. One measure of fuel use is the tonnageof cargo delivered per certain amount of fuel. In some applications ofthe aerovehicle 1500, the number of trips required by an aircraft isreduced by 75%.

It will further be noted that the aerovehicle is adaptable to any flyingcraft. As a result, aircraft that are not typically thought of as cargocraft can be used as cargo craft. In an example, a Scout-AttackHelicopter can deliver cargo by towing an aerovehicle as describedherein. Moreover, the helicopter can tow its own support equipment as itdeploys.

Structures, methods and systems for a towable, unmanned flying vehicleare described herein. Although the present invention is described withreference to specific example embodiments, it will be evident thatvarious modifications and changes may be made to these embodimentswithout departing from the broader spirit and scope of the invention.Accordingly, the specification and drawings are to be regarded in anillustrative rather than a restrictive sense.

The Abstract of the Disclosure is provided to comply with 37 C.F.R.§1.72(b), requiring an abstract that will allow the reader to quicklyascertain the nature of the technical disclosure. It is submitted withthe understanding that it will not be used to interpret or limit thescope or meaning of the claims. In addition, in the foregoing DetailedDescription, it can be seen that various features are grouped togetherin a single embodiment for the purpose of streamlining the disclosure.This method of disclosure is not to be interpreted as reflecting anintention that the claimed embodiments require more features than areexpressly recited in each claim. Rather, as the following claimsreflect, inventive subject matter lies in less than all features of asingle disclosed embodiment. Thus the following claims are herebyincorporated into the Detailed Description, with each claim standing onits own as a separate embodiment.

We claim:
 1. An aerovehicle system, comprising: a towing vehicle; atowed aerovehicle; and a tow line releaseably connected between thetowing vehicle and towed aerovehicle, the towed aerovehicle including; aframe; a plurality of autogyro assemblies connected to the frame; and acontroller to control operation of the plurality of autogyro assembliesfor unmanned flight; wherein, when the controller determines a stall inthe towing vehicle, the controller automatically releases the tow lineand controls the flight of the towed aerovehicle to a landing bysubstantially following a flight path determined by sensed signals. 2.The aerovehicle system of claim 1, wherein each of the plurality ofautogyro assemblies comprises a mast extending from the frame, arotatable hub on an end of the mast, and a plurality of airfoil bladesconnected to the hub.
 3. The aerovehicle system of claim 2, wherein eachof the plurality of autogyro assemblies comprise a motor to rotate theblades prior to lift off to assist in take off, and wherein the motordoes not have enough power to lift the frame from the ground.
 4. Theaerovehicle system of claim 3, wherein the controller senses forwardmotion to control the plurality of autogyro assemblies.
 5. Theaerovehicle system of claim 4, wherein the controller receives one ormore signals from a propulsion device and controls the plurality ofautogyro assemblies using the received one or more signals.
 6. Theaerovehicle system of claim 5, wherein the controller controls therotational speed of the hub.
 7. The aerovehicle system of claim 2,wherein the plurality of autogyro assemblies comprises actuators tocontrol angle of the plurality of airfoil blades, and wherein thecontroller controls the actuators.
 8. The aerovehicle system of claim 1,wherein the frame comprises an enclosure to hold cargo, a rearstabilizer, and an undercarriage to support the cargo enclosure when onthe ground.
 9. The aerovehicle system of claim 8, wherein theundercarriage includes a trolley that contacts the ground to providemobility and is removable from the container.
 10. The aerovehicle systemof claim 1, wherein the controller issues control signals to positionairfoil blades for different stages of flight.
 11. The aerovehiclesystem of claim 10, wherein the controller issues a flight controlsignal to set the airfoil blades for flight.
 12. The aerovehicle systemof claim 11, wherein the controller issues a takeoff control signal toset the airfoil blades for takeoff, wherein the angle of incidence ofthe airfoil blades is greater at takeoff than at flight.
 13. Theaerovehicle system of claim 12, wherein the controller issues aprerotation control signal to set the airfoil blades for pre-takeoff,wherein the angle of incidence of the airfoil blades is greater attakeoff and flight than at prerotation.
 14. The aerovehicle system ofclaim 13, wherein the controller issues a landing control signal to setthe airfoil blades for landing, wherein the angle of incidence of theairfoil blades is greatest at landing.
 15. The aerovehicle system ofclaim 1, wherein the controller controls a propulsion system that hassufficient thrust to assist in a cargo laden flight and an essentiallycargo-free flight and does not have enough thrust to fly a framesupporting cargo.
 16. The aerovehicle system of claim 25, wherein thepropulsion system includes an on-board motor, a drive shaft connected tothe motor and extending outside the frame, and a propeller connected tothe drive shaft.
 17. The aerovehicle system of claim 1, wherein the towline includes a mechanical component to transfer trust from a towingaircraft to the frame and an electrical component that transferselectrical signals from the towing aircraft to the controller.
 18. Theaerovehicle system of claim 1, wherein the controller receives signalsfrom other controllers of nearby aerovehicles.
 19. The aerovehiclesystem of claim 1, wherein the frame includes a moveable verticalstabilizer.
 20. The aerovehicle system of claim 19, wherein the frameincludes at least one horizontal stabilizer.
 21. The aerovehicle systemof claim 1, wherein the frame includes a first wing extending outwardlyof an intermediate portion of the frame in a first direction and asecond wing extending outwardly from the intermediate portion of theframe in a second direction.
 22. The aerovehicle system of claim 1,wherein the frame includes a liquid tank.
 23. The aerovehicle system ofclaim 22, wherein the liquid tank provides in-flight refueling to anaircraft.
 24. The aerovehicle system of claim 23, wherein the liquidtank includes a flying boom and nozzle for releasing the liquid from thetank.
 25. The aerovehicle system of claim 1, further comprising apropulsion system in contact with one or more of the frame and pluralityof autogyro assemblies.